US11479235B2 - Control device for hybrid vehicle - Google Patents

Control device for hybrid vehicle Download PDF

Info

Publication number
US11479235B2
US11479235B2 US17/025,699 US202017025699A US11479235B2 US 11479235 B2 US11479235 B2 US 11479235B2 US 202017025699 A US202017025699 A US 202017025699A US 11479235 B2 US11479235 B2 US 11479235B2
Authority
US
United States
Prior art keywords
engine
rotation speed
margin
operating point
rotary machine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active, expires
Application number
US17/025,699
Other languages
English (en)
Other versions
US20210086749A1 (en
Inventor
Atsushi Tabata
Koichi Okuda
Tooru Matsubara
Takahiro Kimura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KIMURA, TAKAHIRO, MATSUBARA, TOORU, OKUDA, KOICHI, TABATA, ATSUSHI
Publication of US20210086749A1 publication Critical patent/US20210086749A1/en
Application granted granted Critical
Publication of US11479235B2 publication Critical patent/US11479235B2/en
Active legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0633—Turbocharger state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to a control device for a hybrid vehicle including an engine with a supercharger and a rotary machine.
  • JP 2008-247205 A discloses that the engine and the rotary machine are controlled such that the rotation speed of the engine is within a range which is not higher than a maximum rotation speed which is determined not to exceed predetermined upper-limit rotation speeds thereof and an output required for the engine is output from the engine.
  • the engine rotation speed of the engine may increase to be higher than the maximum rotation speed depending on vehicle conditions. In this case, decreasing an output torque of the engine can be considered.
  • the engine includes a supercharger, a response delay of the output torque of the engine may occur due to a response delay of the supercharging pressure. Accordingly, even when the engine is controlled such that the output torque of the engine is decreased, the rotation speed of the engine may be likely to fall into a high-rotation state in which the rotation speed of the engine exceeds the maximum rotation speed as the rotation speed of the engine or the rotation speed of the rotary machine becomes closer to the predetermined upper-limit rotation speed thereof.
  • the present disclosure provides a control device for a hybrid vehicle that can prevent a rotation speed of an engine from falling into a high-rotation state in which the rotation speed of the engine exceeds a maximum rotation speed.
  • a control device for a hybrid vehicle including an engine with a supercharger and a rotary machine that is able to adjust a rotation speed of the engine
  • the control device including: (b) a high rotation curbing control unit configured to control the engine and the rotary machine such that an operating point of the engine reaches a target operating point which is set such that the rotation speed of the engine is within a range which does not exceed a maximum rotation speed with a margin of the rotation speed of the engine from a predetermined upper-limit rotation speed of each of the engine and the rotary machine and an output required for the engine is output from the engine and to control the engine such that an output torque of the engine decreases when the rotation speed of the engine exceeds the maximum rotation speed; and (c) an engine operating point changing unit configured to change an operating point of the engine such that a speed difference between the maximum rotation speed and the rotation speed of the engine becomes greater than a set margin speed difference when the speed difference becomes equal to or less than the margin speed difference.
  • a second aspect of the present disclosure provides the control device for a hybrid vehicle according to the first aspect, further including a margin speed difference setting unit configured to set the margin speed difference to a greater value when a supercharging pressure from the supercharger is high than when the supercharging pressure is low.
  • a third aspect of the present disclosure provides the control device for a hybrid vehicle according to the second aspect, wherein the margin speed difference setting unit is configured to set the margin speed difference to a greater value as the supercharging pressure becomes higher.
  • a fourth aspect of the present disclosure provides the control device for a hybrid vehicle according to any one of the first to third aspects, further including (a) a condition determining unit configured to determine whether a vehicle condition is a predetermined vehicle condition in which the rotation speed of the engine is likely to exceed the maximum rotation speed, wherein (b) the engine operating point changing unit is configured to change the operating point of the engine such that the speed difference is greater than the margin speed difference when it is determined that the vehicle condition is the predetermined vehicle condition and the speed difference is equal to or less than the margin speed difference.
  • a fifth aspect of the present disclosure provides the control device for a hybrid vehicle according to the fourth aspect, wherein the condition determining unit is configured to determine whether the vehicle condition is the predetermined vehicle condition based on whether the hybrid vehicle is traveling on a road on which driving wheels to which power of the engine is transmitted are likely to slip.
  • a sixth aspect of the present disclosure provides the control device for a hybrid vehicle according to the fourth or fifth aspect, wherein the condition determining unit is configured to determine whether the vehicle condition is the predetermined vehicle condition based on whether the rotary machine is subjected to a predetermined output limitation.
  • a seventh aspect of the present disclosure provides the control device for a hybrid vehicle according to any one of the first to sixth aspects, wherein (a) the hybrid vehicle includes the engine as a drive power source and includes a transmission that is provided in a power transmission path between the engine and driving wheels, and (b) the engine operating point changing unit is configured to change the operating point of the engine by adjusting the rotation speed of the rotary machine and a gear ratio of the transmission.
  • the control device for a hybrid vehicle includes (b) the high rotation curbing control unit that controls the engine and the rotary machine such that the operating point of the engine reaches the target operating point which is set such that the rotation speed of the engine is within a range which does not exceed a maximum rotation speed with a margin of the rotation speed of the engine from a predetermined upper-limit rotation speed of each of the engine and the rotary machine and an output required for the engine is output from the engine and controls the engine such that an output torque of the engine decreases when the rotation speed of the engine exceeds the maximum rotation speed and (c) the engine operating point changing unit that changes an operating point of the engine such that a speed difference between the maximum rotation speed and the rotation speed of the engine becomes greater than a set margin speed difference when the speed difference becomes equal to or less than the margin speed difference.
  • the difference between the maximum rotation speed and the rotation speed of the engine is prevented from becoming equal to or less than the margin speed difference.
  • a relatively sufficient margin is secured in the difference between the maximum rotation speed and the rotation speed of the engine, it is possible to prevent the rotation speed of the engine from falling into a high-rotation state in which the rotation speed of the engine exceeds the maximum rotation speed due to a response delay of the supercharging pressure.
  • the control device for a hybrid vehicle further includes the margin speed difference setting unit that sets the margin speed difference to a greater value when a supercharging pressure from the supercharger is high than when the supercharging pressure is low. Accordingly, since the margin speed difference is set to a greater value when the supercharging pressure is high than when the supercharging pressure is low, the speed difference is less likely to become equal to or less than the margin speed difference when the supercharging pressure is low than when the supercharging pressure is high.
  • the margin speed difference setting unit sets the margin speed difference to a greater value as the supercharging pressure becomes higher, it is possible to further appropriately prevent the rotation speed of the engine from falling into a high-rotation state in which the rotation speed of the engine exceeds the maximum rotation speed.
  • the control device for a hybrid vehicle further includes (a) the condition determining unit that determines whether the vehicle condition is a predetermined vehicle condition in which the rotation speed of the engine is likely to exceed the maximum rotation speed, and (b) the engine operating point changing unit is configured to change the operating point of the engine such that the speed difference is greater than the margin speed difference when it is determined that the vehicle condition is the predetermined vehicle condition and the speed difference is equal to or less than the margin speed difference.
  • the engine operating point changing unit changes the operating point of the engine when it is determined that the vehicle condition is the predetermined vehicle condition and the speed difference is equal to or less than the margin speed difference, it is possible to curb excessive change of the operating point of the engine, for example, in comparison with a case in which the operating point of the engine is changed when the speed difference is equal to or less than the margin speed difference.
  • the condition determining unit determines whether the vehicle condition is the predetermined vehicle condition based on whether the hybrid vehicle is traveling on a road on which driving wheels to which power of the engine is transmitted are likely to slip. Accordingly, it is possible to prevent the rotation speed of the engine from falling into a high-rotation state in which the rotation speed of the engine exceeds the maximum rotation speed when the hybrid vehicle is traveling on a road on which the driving wheels are likely to slip.
  • the condition determining unit determines whether the vehicle condition is the predetermined vehicle condition based on whether the rotary machine is subjected to a predetermined output limitation. Accordingly, it is possible to prevent the rotation speed of the engine from falling into a high-rotation state in which the rotation speed of the engine exceeds the maximum rotation speed when the rotary machine is subjected to the predetermined output limitation.
  • the hybrid vehicle includes the engine as a drive power source and includes a transmission that is provided in a power transmission path between the engine and driving wheels
  • the engine operating point changing unit changes the operating point of the engine by adjusting the rotation speed of the rotary machine and a gear ratio of the transmission. Accordingly, it is possible to appropriately change the operating point of the engine by adjusting the rotation speed of the rotary machine and the gear ratio of the transmission.
  • FIG. 1 is a diagram schematically illustrating a configuration of a vehicle to which the present disclosure is applied and illustrating principal parts of a control function and a control system for various types of control in the vehicle;
  • FIG. 2 is a diagram schematically illustrating a configuration of an engine
  • FIG. 3 is a collinear diagram relatively illustrating rotation speeds of rotary elements in a differential unit
  • FIG. 4 is a diagram illustrating an example of an optimal engine operating point
  • FIG. 5 is a diagram illustrating an example of a power source switching map which is used for switching control between motor-driven travel and hybrid travel;
  • FIG. 6 is a table illustrating operating states of a clutch and a brake in each travel mode
  • FIG. 7 is a diagram illustrating an example of a feasible area of an engine rotation speed
  • FIG. 8 is a diagram illustrating a margin rotation speed difference setting map which is used to set a margin rotation speed difference
  • FIG. 9 is a flowchart illustrating a principal part of a control operation of an electronic control unit and illustrating a control operation for preventing an engine rotation speed from falling into a high-rotation state in which the engine rotation speed exceeds a maximum rotation speed;
  • FIG. 10 is a timing chart illustrating an example in which the control operation illustrated in the flowchart of FIG. 9 is performed;
  • FIG. 11 is a diagram schematically illustrating a configuration of a vehicle to which the present disclosure is applied and which is different from the vehicle illustrated in FIG. 1 ;
  • FIG. 12 is an operation table illustrating a relationship between combinations of a gear shifting operation of a mechanical stepped gear shifting unit illustrated in FIG. 11 and operations of engagement devices which are used therein;
  • FIG. 13 is a diagram illustrating an example of a feasible area of an engine rotation speed in the vehicle illustrated in FIG. 11 at a first AT gear stage;
  • FIG. 14 is a diagram illustrating an example of a feasible area of an engine rotation speed in the vehicle illustrated in FIG. 11 at a second AT gear stage;
  • FIG. 15 is a diagram illustrating an example of a feasible area of an engine rotation speed in the vehicle illustrated in FIG. 11 at a third AT gear stage;
  • FIG. 16 is a diagram illustrating an example of a feasible area of an engine rotation speed in the vehicle illustrated in FIG. 11 at a fourth AT gear stage;
  • FIG. 17 is a diagram illustrating an example of a timing chart when the control operation illustrated in the flowchart of FIG. 9 is performed in the vehicle illustrated in FIG. 11 ;
  • FIG. 18 is a diagram schematically illustrating a configuration of a vehicle to which the present disclosure is applied and which is different from the vehicle illustrated in FIGS. 1 and 12 .
  • FIG. 1 is a diagram schematically illustrating a configuration of a vehicle 10 to which the present disclosure is applied and illustrating principal parts of a control function and a control system for various types of control in the vehicle 10 .
  • the vehicle 10 is a hybrid vehicle including an engine 12 , a first rotary machine (a rotary machine) MG 1 , a second rotary machine MG 2 , a power transmission device 14 , and driving wheels 16 .
  • FIG. 2 is a diagram schematically illustrating a configuration of the engine 12 .
  • the engine 12 is a power source for travel of the vehicle 10 and is a known internal combustion engine such as a gasoline engine or a diesel engine including a supercharger 18 , that is, an engine with the supercharger 18 .
  • An intake pipe 20 is provided in an intake system of the engine 12 , and the intake pipe 20 is connected to an intake manifold 22 which is attached to an engine body 12 a .
  • An exhaust pipe 24 is provided in an exhaust system of the engine 12 and the exhaust pipe 24 is connected to an exhaust manifold 26 which is attached to the engine body 12 a .
  • the supercharger 18 is a known exhaust-turbine supercharger, that is, a turbocharger, including a compressor 18 c that is provided in the intake pipe 20 and a turbine 18 t that is provided in the exhaust pipe 24 .
  • the turbine 18 t is rotationally driven by exhaust gas, that is, a flow of exhaust gas.
  • the compressor 18 c is connected to the turbine 18 t and is rotationally driven by the turbine 18 t to compress air suctioned to the engine 12 , that is, intake air.
  • An exhaust bypass 28 that causes exhaust gas to flow from upstream to downstream with respect to the turbine 18 t by bypassing the turbine 18 t is provided in parallel in the exhaust pipe 24 .
  • a valve opening of the waste gate valve 30 is continuously adjusted by causing an electronic control unit (a control unit) 100 which will be described later to operate an actuator which is not illustrated. As the valve opening of the waste gate valve 30 increases, exhaust gas of the engine 12 is more likely to be discharged via the exhaust bypass 28 .
  • a supercharging pressure Pchg from the supercharger 18 decreases as the valve opening of the waste gate valve 30 increases.
  • the supercharging pressure Pchg from the supercharger 18 is a pressure of intake air and is an air pressure downstream from the compressor 18 c in the intake pipe 20 .
  • a side in which the supercharging pressure Pchg is low is, for example, a side with a pressure of intake air in a non-supercharged state of the engine 12 in which the supercharging operation of the supercharger 18 does not work at all, that is, a side with a pressure of intake air in an engine without the supercharger 18 .
  • An air cleaner 32 is provided in an inlet of the intake pipe 20 , and an air flowmeter 34 that measures an amount of intake air Qair of the engine 12 is provided in the intake pipe 20 downstream from the air cleaner 32 and upstream from the compressor 18 c .
  • An intercooler 36 which is a heat exchanger that cools intake air compressed by the supercharger 18 by exchanging heat between intake air and outside air or a coolant is provided in the intake pipe 20 downstream from the compressor 18 c .
  • a supercharging pressure sensor 40 that detects the supercharging pressure Pchg from the supercharger 18 and an intake air temperature sensor 42 that detects an intake air temperature THair which is the temperature of intake air are provided in the intake pipe 20 between the intercooler 36 and the electronic throttle valve 38 .
  • a throttle valve opening sensor 44 that detects a throttle valve opening ⁇ th which is an opening of the electronic throttle valve 38 is provided in the vicinity of the electronic throttle valve 38 , for example, in the throttle actuator.
  • An air recirculation bypass 46 that causes air to recirculate from downstream to upstream with respect to the compressor 18 c by bypassing the compressor 18 c is provided in parallel in the intake pipe 20 .
  • an engine torque Te which is an output torque of the engine 12 is controlled by causing the electronic control unit 100 which will be described later to control an engine control device 50 (see FIG. 1 ) including the electronic throttle valve 38 , a fuel injection device, an ignition device, and the waste gate valve 30 .
  • the first rotary machine MG 1 and the second rotary machine MG 2 are rotary electric machines having a function of an electric motor (a motor) and a function of a power generator (a generator) and are so-called motor generators.
  • the first rotary machine MG 1 and the second rotary machine MG 2 can serve as a power source for travel of the vehicle 10 .
  • the first rotary machine MG 1 and the second rotary machine MG 2 are connected to a battery 54 which is provided in the vehicle 10 via an inverter 52 which is provided in the vehicle 10 .
  • an MG 1 torque Tg which is an output torque of the first rotary machine MG 1 and an MG 2 torque Tm which is an output torque of the second rotary machine MG 2 are controlled by causing the electronic control unit 100 which will be described later to control the inverter 52 .
  • an output torque of a rotary machine is a powering torque at a positive torque which is an acceleration side and is a regenerative torque at a negative torque which is a deceleration side.
  • the battery 54 is a power storage device that transmits and receives electric power to and from the first rotary machine MG 1 and the second rotary machine MG 2 .
  • the first rotary machine MG 1 and the second rotary machine MG 2 are provided in a case 56 which is a non-rotary member attached to the vehicle body.
  • the power transmission device 14 includes a gear shifting unit 58 , a differential unit 60 , a driven gear 62 , a driven shaft 64 , a final gear 66 , a differential device 68 , and a reduction gear 70 in the case 56 .
  • the gear shifting unit 58 and the differential unit 60 are arranged coaxially with an input shaft 72 which is an input rotary member of the gear shifting unit 58 .
  • the gear shifting unit 58 is connected to the engine 12 via the input shaft 72 or the like.
  • the differential unit 60 is connected in series to the gear shifting unit 58 .
  • the driven gear 62 engages with a drive gear 74 which is an output rotary member of the differential unit 60 .
  • the driven shaft 64 fixes the driven gear 62 and the final gear 66 such that they cannot rotate relative to each other.
  • the final gear 66 has a smaller diameter than the driven gear 62 .
  • the differential device 68 engages with the final gear 66 via a differential ring gear 68 a .
  • the reduction gear 70 has a smaller diameter than the driven gear 62 and engages with the driven gear 62 .
  • a rotor shaft 76 of the second rotary machine MG 2 which is disposed in parallel to the input shaft 72 is connected to the reduction gear 70 separately from the input shaft 72 and is connected to the second rotary machine MG 2 in a power-transmittable manner.
  • the power transmission device 14 includes an axle 78 that is connected to the differential device 68 .
  • the power transmission device 14 having this configuration is suitably used for a vehicle of a front-engine front-drive (FF) type or a rear-engine rear-drive (RR) type.
  • power which is output from the engine 12 , the first rotary machine MG 1 , and the second rotary machine MG 2 is transmitted to the driven gear 62 and is transmitted from the driven gear 62 to the driving wheels 16 sequentially via the final gear 66 , the differential device 68 , the axle 78 , and the like.
  • the second rotary machine MG 2 is a rotary machine that is connected to the driving wheels 16 in a power-transmittable manner.
  • the engine 12 In the power transmission device 14 , the engine 12 , the gear shifting unit 58 , the differential unit 60 , and the first rotary machine MG 1 , and the second rotary machine MG 2 are arranged on different axes, whereby a shaft length is decreased.
  • a reduction gear ratio of the second rotary machine MG 2 can be set to be great. Power is synonymous with torque or force when not particularly distinguished.
  • the gear shifting unit 58 includes a first planetary gear mechanism 80 , a clutch C 1 , and a brake B 1 .
  • the differential unit 60 includes a second planetary gear mechanism 82 .
  • the first planetary gear mechanism 80 is a known single-pinion type planetary gear device including a first sun gear S 1 , a first pinion P 1 , a first carrier CA 1 that supports the first pinion P 1 such that it can rotate and revolve, and a first ring gear R 1 that engages with the first sun gear S 1 via the first pinion P 1 .
  • the second planetary gear mechanism 82 is a known single-pinion type planetary gear device including a second sun gear S 2 , a second pinion P 2 , a second carrier CA 2 that supports the second pinion P 2 such that it can rotate and revolve, and a second ring gear R 2 that engages with the second sun gear S 2 via the second pinion P 2 .
  • the first carrier CA 1 is a rotary element that is integrally connected to the input shaft 72 and connected to the engine 12 via the input shaft 72 in a power-transmittable manner.
  • the first sun gear S 1 is a rotary element that is selectively connected to the case 56 via the brake B 1 .
  • the first ring gear R 1 is a rotary element that is connected to the second carrier CA 2 of the second planetary gear mechanism 82 which is an input rotary member of the differential unit 60 and serves as an output rotary member of the gear shifting unit 58 .
  • the first carrier CA 1 and the first sun gear S 1 are selectively connected to each other via the clutch C 1 .
  • the clutch C 1 and the brake B 1 are wet frictional engagement devices and are multi-disc hydraulic frictional engagement devices of which engagement is controlled by a hydraulic actuator.
  • operating states such as an engaged state and a disengaged state are switched based on regulated hydraulic pressures Pc 1 and Pb 1 which are output from a hydraulic pressure control circuit 84 provided in the vehicle 10 by causing the electronic control unit 100 which will be described later to control the hydraulic pressure control circuit 84 provided in the vehicle 10 .
  • the gear shifting unit 58 serves as a two-stage stepped transmission which is switched, for example, between a low gear stage in a directly coupled state with a gear ratio of “1.0” and a high gear stage in an overdrive state with a gear ratio of “0.7.”
  • a state in which both the clutch C 1 and the brake B 1 are engaged rotation of the rotary elements of the first planetary gear mechanism 80 is prohibited. Accordingly, in this state, rotation of the first ring gear R 1 which is the output rotary member of the gear shifting unit 58 is stopped and thus rotation of the second carrier CA 2 which is the input rotary member of the differential unit 60 is stopped.
  • the second carrier CA 2 is a rotary element that is connected to the first ring gear R 1 which is the output rotary member of the gear shifting unit 58 and serves as an input rotary member of the differential unit 60 .
  • the second sun gear S 2 is a rotary element that is integrally connected to the rotor shaft 86 of the first rotary machine MG 1 and is connected to the first rotary machine MG 1 in a power-transmittable manner.
  • the second ring gear R 2 is a rotary element that is integrally connected to the drive gear 74 and is connected to the driving wheels 16 in a power-transmittable manner and serves as an output rotary member of the differential unit 60 .
  • the second planetary gear mechanism 82 is a power split mechanism that mechanically splits power of the engine 12 which is input to the second carrier CA 2 via the gear shifting unit 58 to the first rotary machine MG 1 and the drive gear 74 . That is, the second planetary gear mechanism 82 is a differential mechanism that splits and transmits power of the engine 12 to the driving wheels 16 and the first rotary machine MG 1 .
  • the second carrier CA 2 serves as an input element
  • the second sun gear S 2 serves as a reaction element
  • the second ring gear R 2 serves as an output element.
  • the differential unit 60 constitutes an electrical gear shifting mechanism, for example, an electrical stepless transmission, in which a differential state of the second planetary gear mechanism 82 is controlled by controlling the operating state of the first rotary machine MG 1 along with the first rotary machine MG 1 that is connected to the second planetary gear mechanism 82 in a power-transmittable manner.
  • the first rotary machine MG 1 is a rotary machine to which power of the engine 12 is transmitted. Since the gear shifting unit 58 is in overdrive, an increase in torque of the first rotary machine MG 1 is curbed. Controlling the operating state of the first rotary machine MG 1 refers to performing operation control of the first rotary machine MG 1 .
  • FIG. 3 is a collinear diagram illustrating rotation speeds of the rotary elements in the differential unit 60 relative to each other.
  • three vertical lines Y 1 , Y 2 , and Y 3 correspond to three rotary elements of the second planetary gear mechanism 82 constituting the differential unit 60 .
  • the vertical line Y 1 represents the rotation speed of the second sun gear S 2 which is a second rotary element RE 2 connected to the first rotary machine MG 1 (see “MG 1 ” in the drawing).
  • the vertical line Y 2 represents the rotation speed of the second carrier CA 2 which is a first rotary element RE 1 connected to the engine 12 (see “ENG” in the drawing) via the gear shifting unit 58 .
  • the vertical line Y 3 represents the rotation speed of the second ring gear R 2 which is a third rotary element RE 3 integrally connected to the drive gear 74 (see “OUT” in the drawing).
  • the second rotary machine MG 2 (see “MG 2 ” in the drawing) is connected to the driven gear 62 engaging with the drive gear 74 via the reduction gear 70 or the like.
  • a mechanical oil pump (see “MOP” in the drawing) which is provided in the vehicle 10 is connected to the second carrier CA 2 . This mechanical oil pump is operated with rotation of the second carrier CA 2 to supply oil which is used for engaging operations of the clutch C 1 and the brake B 1 , lubrication of the parts, and cooling of the parts.
  • the oil is supplied by an electrical oil pump (not illustrated) which is provided in the vehicle 10 .
  • ⁇ gear ratio
  • a solid line Ler in FIG. 3 denotes an example of relative speeds of the rotary elements at the time of reverse travel in the HV travel mode.
  • a combined torque of the direct engine-transmitted torque Td and the MG 2 torque Tm which are transmitted to the driven gear 62 can be transmitted as a drive torque of the vehicle 10 to the driving wheels 16 according to a required driving force.
  • the first rotary machine MG 1 serves as a power generator when a negative torque is generated at the time of positive rotation.
  • a generated electric power Wg of the first rotary machine MG 1 charges the battery 54 or is consumed in the second rotary machine MG 2 .
  • the second rotary machine MG 2 outputs the MG 2 torque Tm using all or some of the generated electric power Wg or electric power from the battery 54 in addition to the generated electric power Wg.
  • the MG 2 torque Tm at the time of forward travel is a powering torque which is a positive torque at the time of forward rotation
  • the MG 2 torque Tm at the time of reverse travel is a powering torque which is a negative torque at the time of reverse rotation.
  • the differential unit 60 can operate as an electrical stepless transmission.
  • the rotation speed of the first rotary machine MG 1 that is, the rotation speed of the second sun gear S 2
  • an output rotation speed No which is the rotation speed of the drive gear 74 which is constrained on rotation of the driving wheels 16 by controlling the operating state of the first rotary machine MG 1
  • the rotation speed of the second carrier CA 2 increases or decreases. Since the second carrier CA 2 is connected to the engine 12 via the gear shifting unit 58 , an engine rotation speed Ne which is the rotation speed of the engine 12 increases or decreases with the increase or decrease in the rotation speed of the second carrier CA 2 .
  • the first rotary machine MG 1 is a rotary machine that can control the engine rotation speed Ne, that is, a rotary machine that can adjust the engine rotation speed (rotation speed) Ne.
  • An operating point is an operation point which is expressed by a rotation speed and a torque
  • the engine operating point OPeng is an operation point of the engine 12 which is expressed by the engine rotation speed Ne and the engine torque Te.
  • the differential unit 60 and the gear shifting unit 58 can be considered as a total transmission in which the differential unit 60 and the gear shifting unit 58 are combined, that is, a composite transmission 61 .
  • the composite transmission 61 is a transmission that is provided in a power transmission path between the engine 12 and the driving wheels 16 .
  • a dotted line Lm 2 in FIG. 3 represents an example of relative speeds of the rotary elements at the time of forward travel in a two-motor-driven EV mode in which motor-driven travel using both the first rotary machine MG 1 and the second rotary machine MG 2 as a power source is possible in the EV travel mode.
  • the EV travel mode is a travel mode in which motor-driven travel using at least one of the first rotary machine MG 1 and the second rotary machine MG 2 as a power source in a state in which operation of the engine 12 is stopped is possible.
  • the differential unit 60 In the single-motor-driven EV mode, when both the clutch C 1 and the brake B 1 are disengaged and the gear shifting unit 58 falls into a neutral state, the differential unit 60 also falls into a neutral state. In this state, the MG 2 torque Tm can be transmitted as a drive torque of the vehicle 10 to the driving wheels 16 .
  • the first rotary machine MG 1 In the single-motor-driven EV mode, for example, the first rotary machine MG 1 is maintained at zero rotation in order to reduce a drag loss in the first rotary machine MG 1 . For example, even when control is performed such that the first rotary machine MG 1 is maintained at zero rotation, the differential unit 60 is in the neutral state and thus the drive torque is not affected.
  • the second carrier CA 2 is stopped at zero rotation. In this state, the MG 1 torque Tg and the MG 2 torque Tm can be transmitted as the drive torque of the vehicle 10 to the driving wheels 16 .
  • the vehicle 10 includes an electronic control unit 100 serving as a controller including the control device for the vehicle 10 associated with control of the engine 12 , the first rotary machine MG 1 , the second rotary machine MG 2 , and the like.
  • the electronic control unit 100 is configured to include a so-called microcomputer including a CPU, a RAM, a ROM, and an input and output interface, and the CPU performs various types of control of the vehicle 10 by performing signal processing in accordance with a program which is stored in the ROM in advance while using a temporary storage function of the RAM.
  • the electronic control unit 100 is configured to include a computer for engine control, a computer for rotary machine control, and a computer for hydraulic pressure control according to necessity.
  • the electronic control unit 100 is supplied with various signals (for example, an intake air amount Qair, a supercharging pressure Pchg, an intake air temperature THair, a throttle valve opening ⁇ th, an engine rotation speed Ne, an output rotation speed No corresponding to a vehicle speed V, wheel speeds Nwdl, Nwdr, Nwsl, and Nwsr which are wheel speeds Nw of the right and left driving wheels 16 and right and left driven wheels which are not illustrated, an MG 1 rotation speed Ng which is the rotation speed of the first rotary machine MG 1 , an MG 2 rotation speed Nm which is the rotation speed of the second rotary machine MG 2 , an MG 1 temperature THg which is a temperature of the first rotary machine MG 1 , for example, a stator temperature, an MG 2 temperature THm which is a temperature of the second rotary machine MG 2 , for example, a stator temperature, an accelerator opening ⁇ acc which is an accelerator operation amount by a driver indicating the magnitude of the driver's
  • the electronic control unit 100 outputs various command signals (for example, an engine control command signal Se for controlling the engine 12 , a rotary machine control command signal Smg for controlling the first rotary machine MG 1 and the second rotary machine MG 2 , and a hydraulic pressure control command signal Sp for controlling the operating states of the clutch C 1 and the brake B 1 ) to various devices (for example, the engine control device 50 , the inverter 52 , the hydraulic pressure control circuit 84 , and the wheel brake device 87 ) which are provided in the vehicle 10 .
  • various command signals for example, an engine control command signal Se for controlling the engine 12 , a rotary machine control command signal Smg for controlling the first rotary machine MG 1 and the second rotary machine MG 2 , and a hydraulic pressure control command signal Sp for controlling the operating states of the clutch C 1 and the brake B 1
  • various devices for example, the engine control device 50 , the inverter 52 , the hydraulic pressure control circuit 84 , and the wheel brake device 87 .
  • the electronic control unit 100 calculates a state of charge (SOC) value SOC [%] which is a value indicating the state of charge of the battery 54 , for example, based on the battery charging/discharging current Ibat and the battery voltage Vbat.
  • SOC state of charge
  • the electronic control unit 100 calculates chargeable and dischargeable powers Win and Wout for defining a feasible range of a battery power Pbat which is the power of the battery 54 , for example, based on the battery temperature THbat and the SOC value SOC of the battery 54 .
  • the chargeable and dischargeable powers Win and Wout include a chargeable power Win which is a possible input power for defining limitation of an input power of the battery 54 and a dischargeable power Wout which is a possible output power for defining limitation of an output power of the battery 54 .
  • the chargeable and dischargeable powers Win and Wout decrease as the battery temperature THbat decreases in a low-temperature area in which the battery temperature THbat is lower than that in a normal area, and decreases as the battery temperature THbat increases in a high-temperature area in which the battery temperature THbat is higher than that in the normal area.
  • the chargeable power Win decreases as the SOC value SOC increases in an area in which the SOC value SOC is high.
  • the dischargeable power Wout decreases as the SOC value SOC decreases in an area in which the SOC value SOC is low.
  • the electronic control unit 100 includes a hybrid control means, that is, a hybrid control unit 102 , that realizes various types of control in the vehicle 10 .
  • the hybrid control unit 102 has a function of an engine control means, that is, an engine control unit 104 , that controls the operation of the engine 12 , a function of a rotary machine control means, that is, a rotary machine control unit 106 , that controls the operations of the first rotary machine MG 1 and the second rotary machine MG 2 via the inverter 52 , and a function of a power transmission switching means, that is, a power transmission switching unit 108 , that switches a power transmission state in the gear shifting unit 58 , and performs hybrid drive control or the like using the engine 12 , the first rotary machine MG 1 , and the second rotary machine MG 2 based on such control functions.
  • an engine control means that is, an engine control unit 104
  • a function of a rotary machine control means that is, a rotary machine control unit 106 , that controls the operations of the first rotary machine MG 1 and the second rotary machine MG 2 via the inverter 52
  • the hybrid control unit 102 calculates a required drive torque Twdem which is a drive torque Tw required for the vehicle 10 , for example, by applying the accelerator opening ⁇ acc and the vehicle speed V to a driving force map which is a relationship which is acquired and stored in advance by experiment or design, that is, a predetermined relationship.
  • the required drive power Pwdem is a required drive torque Twdem at the vehicle speed V at that time.
  • the output rotation speed No or the like may be used instead of the vehicle speed V.
  • the driving force map for example, a map for forward travel and a map for reverse travel are separately set.
  • the hybrid control unit 102 outputs an engine control command signal Se which is a command signal for controlling the engine 12 and a rotary machine control command signal Smg which is a command signal for controlling the first rotary machine MG 1 and the second rotary machine MG 2 such that the required drive power Pwdem is realized by at least one power source of the engine 12 , the first rotary machine MG 1 , and the second rotary machine MG 2 in consideration of a required charging/discharging power which is a charging/discharging power required for the battery 54 or the like.
  • the engine control command signal Se is a command value of an engine power Pe for outputting a target engine torque Tetgt at a target engine rotation speed Netgt in consideration of the optimal engine operating point OPengf and the like and realizing the required engine power Pedem in consideration of the required charging/discharging power, charging/discharging efficiency in the battery 54 , and the like in addition to the required drive power Pwdem.
  • the rotary machine control command signal Smg is a command value of a generated electric power Wg of the first rotary machine MG 1 that outputs the MG 1 torque Tg at the MG 1 rotation speed Ng at the time of outputting a command as a reaction torque for causing the engine rotation speed Ne to reach a target engine rotation speed Netgt and is a command value of power consumption Wm of the second rotary machine MG 2 that outputs the MG 2 torque Tm at the MG 2 rotation speed Nm at the time of outputting a command.
  • the MG 1 torque Tg in the HV travel mode is calculated by feedback control in which the first rotary machine MG 1 operates such that the engine rotation speed Ne reaches the target engine rotation speed Netgt.
  • the MG 2 torque Tm in the HV travel mode is calculated such that the required drive torque Twdem is acquired by addition to a value corresponding to a drive torque Tw based on the engine direct-transmitted torque Td.
  • the optimal engine operating point OPengf is determined in advance, for example, as an engine operating point OPeng at which total fuel efficiency in the vehicle 10 is the best in consideration of charging/discharging efficiency in the battery 54 in addition to the fuel efficiency of only the engine 12 when the required engine power Pedem is realized.
  • the target engine rotation speed Netgt is a target value of the engine rotation speed Ne, that is, a target rotation speed of the engine 12
  • the target engine torque Tetgt is a target value of the engine torque Te.
  • the engine power Pe is an output, that is, power, of the engine 12 and the required engine power Pedem is an output required for the engine 12 .
  • the vehicle 10 is a vehicle in which the MG 1 torque Tg which is a reaction torque of the first rotary machine MG 1 is controlled such that the engine rotation speed Ne reaches the target engine rotation speed Netgt.
  • FIG. 4 is a diagram illustrating an example of the optimal engine operating point OPengf on a two-dimensional coordinate system with the engine rotation speed Ne and the engine torque Te as variables.
  • a solid line Leng denotes a group of optimal engine operating points OPengf.
  • Equi-power lines Lpw 1 , Lpw 2 , and Lpw 3 denote examples in which the required engine power Pedem is required engine powers Pe 1 , Pe 2 , and Pe 3 , respectively.
  • a point A is an engine operating point OPengA when the required engine power Pe 1 is realized on the optimal engine operating point OPengf
  • a point B is an engine operating point OPengB when the required engine power Pe 3 is realized on the optimal engine operating point OPengf.
  • the points A and B are also target values of the engine operating point OPeng which is expressed by the target engine rotation speed Netgt and the target engine torque Tetgt, that is, a target engine operating point OPengtgt which is a target operating point.
  • the engine operating point OPeng is controlled such that it changes on a path a passing through the optimal engine operating points OPengf.
  • the hybrid control unit 102 selectively sets up the EV travel mode or the HV travel mode as the travel mode according to the travel conditions and causes the vehicle 10 to travel in the corresponding travel mode. For example, the hybrid control unit 102 sets up the EV travel mode in a motor-driven travel area in which the required drive power Pwdem is less than a predetermined threshold value, and sets up the HV travel mode in a hybrid travel area in which the required drive power Pwdem is equal to or greater than the predetermined threshold value. Even when the required drive power Pwdem is in the motor-driven travel area, the hybrid control unit 102 sets up the HV travel mode when the SOC value SOC of the battery 54 is less than a predetermined engine start threshold value or when warming-up of the engine 12 is necessary.
  • the engine start threshold value is a predetermined threshold value for determining whether the SOC value SOC indicates that the battery 54 needs to be charged by forcibly starting the engine 12 .
  • FIG. 5 is a diagram illustrating an example of a power source switching map which is used for switching control between motor-driven travel and hybrid travel.
  • a solid line Lswp is a boundary line between the motor-driven travel area and the hybrid travel area at which switching between the motor-driven travel and the hybrid travel is performed.
  • An area in which the vehicle speed V is relatively low, the required drive torque Twdem is relatively small, and the required drive power Pwdem is relatively small is defined in advance in the motor-driven travel area.
  • An area in which the vehicle speed V is relatively high, the required drive torque Twdem is relatively great, and the required drive power Pwdem is relatively great is defined in advance in the hybrid travel area.
  • the SOC value SOC of the battery 54 is less than the engine-start threshold value or when warming-up of the engine 12 is necessary, the motor-driven travel area in FIG. 5 may be changed to the hybrid travel area.
  • the hybrid control unit 102 sets up a single-motor-driven EV mode.
  • the hybrid control unit 102 sets up a two-motor-driven EV mode.
  • the hybrid control unit 102 may set up the two-motor-driven EV mode when use of both the first rotary machine MG 1 and the second rotary machine MG 2 is more efficient than use of only the second rotary machine MG 2 .
  • the hybrid control unit 102 controls engagements of the clutch C 1 and the brake B 1 based on the set-up travel mode.
  • the hybrid control unit 102 outputs a hydraulic pressure control command signal Sp for engaging and/or disengaging the clutch C 1 and the brake B 1 to the hydraulic pressure control circuit 84 such that transmission of power for travel in the set-up travel mode becomes possible.
  • FIG. 6 is a table illustrating operating states of the clutch C 1 and the brake B 1 in the travel modes.
  • mark O denotes engagement of the clutch C 1 and the brake B 1
  • a blank denotes disengagement
  • mark ⁇ denotes that one thereof is engaged at the time of additional use of an engine brake for switching the engine 12 in a rotation-stopped state to a corotating state.
  • G denotes that the first rotary machine MG 1 serves mainly as a generator
  • “M” denotes that the first rotary machine MG 1 and the second rotary machine MG 2 serve mainly as a motor at the time of driving and serve mainly as a generator at the time of regeneration.
  • the vehicle 10 can selectively realize the EV travel mode and the HV travel mode as a travel mode.
  • the EV travel mode has two modes including the single-motor-driven EV mode and the two-motor-driven EV mode.
  • the single-motor-driven EV mode is realized in a state in which both the clutch C 1 and the brake B 1 are disengaged.
  • the clutch C 1 and the brake B 1 are disengaged and thus the gear shifting unit 58 falls into a neutral state.
  • the gear shifting unit 58 falls into the neutral state
  • the differential unit 60 falls into a neutral state in which a reaction torque of the MG 1 torque Tg is not taken in the second carrier CA 2 connected to the first ring gar R 1 .
  • the hybrid control unit 102 causes the second rotary machine MG 2 to output the MG 2 torque Tm for travel (see a dotted line Lm 1 in FIG. 3 ).
  • reverse travel may be performed by rotating the second rotary machine MG 2 oppositely to the rotating direction at the time of forward travel.
  • the two-motor-driven EV mode is realized in a state in which both the clutch C 1 and the brake B 1 are engaged.
  • the clutch C 1 and the brake B 1 are engaged, rotation of the rotary elements of the first planetary gear mechanism 80 is stopped, the engine 12 is stopped with zero rotation, and rotation of the second carrier CA 2 connected to the first ring gear R 1 is stopped.
  • a reaction torque of the MG 1 torque Tg is taken in the second carrier CA 2 , and thus the MG 1 torque Tg can be mechanically output from the second ring gear R 2 and be transmitted to the driving wheels 16 .
  • the hybrid control unit 102 causes the first rotary machine MG 1 and the second rotary machine MG 2 to output the MG 1 torque Tg and the MG 2 torque Tm for travel (see the dotted line Lm 2 in FIG. 3 ).
  • both the first rotary machine MG 1 and the second rotary machine MG 2 can be rotated oppositely to the rotating direction at the time of forward travel to allow reverse travel.
  • a low state of the HV travel mode is realized in a state in which the clutch C 1 is engaged and the brake B 1 is disengaged.
  • the rotary elements of the first planetary gear mechanism 80 are integrally rotated and the gear shifting unit 58 falls into a directly coupled state. Accordingly, rotation of the engine 12 is transmitted from the first ring gear R 1 to the second carrier CA 2 at a constant speed.
  • a high state of the HV travel mode is realized in a state in which the brake B 1 is engaged and the clutch C 1 is disengaged. In the high state of the HV travel mode, since the brake B 1 is engaged, rotation of the first sun gear S 1 is stopped and the gear shifting unit 58 falls into an overdrive state.
  • the hybrid control unit 102 causes the first rotary machine MG 1 to output the MG 1 torque Tg which is a reaction torque of the engine torque Te by power generation and causes the second rotary machine MG 2 to output the MG 2 torque Tm by the generated electric power Wg of the first rotary machine MG 1 (see a solid line Lef in FIG. 3 ).
  • the second rotary machine MG 2 can also be rotated oppositely to the rotating direction at the time of forward travel to allow reverse travel (see a solid line Ler in FIG. 3 ).
  • the vehicle can travel additionally using the MG 2 torque Tm based on electric power from the battery 54 .
  • the high state of the HV travel mode is set up.
  • the hybrid control unit 102 controls the engine 12 and the first rotary machine MG 1 such that the engine rotation speed Ne does not exceed an upper-limit engine rotation speed Nelim and the MG 1 rotation speed Ng does not exceed an upper-limit MG 1 rotation speed Nglim.
  • the upper-limit engine rotation speed Nelim is, for example, a predetermined upper-limit rotation speed for making it difficult to decrease the performance of the engine 12 , which is defined as a predetermined rating of the engine 12 .
  • the upper-limit MG 1 rotation speed Nglim is, for example, a predetermined upper-limit rotation speed for making it difficult to decrease the performance of the first rotary machine MG 1 , which is defined as a predetermined rating of the first rotary machine MG 1 .
  • the MG 1 rotation speed Ng can be made not to exceed the upper-limit MG 1 rotation speed Nglim in addition to the engine rotation speed Ne, for example, by defining a feasible area of the engine rotation speed Ne.
  • FIG. 7 is a diagram illustrating an example of a feasible area of the engine rotation speed Ne on a two-dimensional coordinate system with the vehicle speed V and the engine rotation speed Ne as variables.
  • the MG 1 rotation speed Ng exceeds the upper-limit MG 1 rotation speed Nglim before the engine rotation speed Ne exceeds the upper-limit engine rotation speed Nelim, and thus a feasible area of the engine rotation speed Ne is defined according to the upper-limit MG 1 rotation speed Nglim.
  • the feasible area of the engine rotation speed Ne which is defined according to the upper-limit MG 1 rotation speed Nglim is enlarged to a high-rotation side of the engine rotation speed Ne.
  • the feasible area of the engine rotation speed Ne is defined according to the upper-limit engine rotation speed Nelim in a middle vehicle-speed area.
  • a relative rotation speed Np2 of the second pinion P 2 which is the absolute value of a rotation speed difference between an autorotation speed of the second pinion P 2 and the rotation speed of the second carrier CA 2 corresponding to the engine rotation speed Ne, that is, a revolution speed of the second pinion P 2 increases and thus the feasible area of the engine rotation speed Ne is defined according to an upper-limit pinion relative rotation speed Np2lim of the relative rotation speed Np of the second pinion P 2 .
  • the upper-limit pinion relative rotation speed Np2lim of the relative rotation speed Np of the second pinion P 2 is, for example, a predetermined upper-limit rotation speed for making it difficult to decrease the performance of the second pinion P 2 .
  • the feasible area of the engine rotation speed Ne which is defined according to the upper-limit pinion relative rotation speed Np2lim of the relative rotation speed Np of the second pinion P 2 is enlarged to a high vehicle-speed side.
  • a predetermined upper-limit rotation speed is defined in the second rotary machine MG 2
  • the feasible area of the engine rotation speed Ne is defined according to an upper-limit MG 2 rotation speed Nmlim in a high vehicle-speed area.
  • the upper-limit MG 2 rotation speed Nmlim is, for example, a predetermined upper-limit rotation speed for making it difficult to decrease the performance of the second rotary machine MG 2 , which is defined as a predetermined rating of the second rotary machine MG 2 .
  • the hybrid control unit 102 in order for the engine rotation speed Ne not to exceed the upper-limit engine rotation speed Nelim and in order for the MG 1 rotation speed Ng not to exceed the upper-limit MG 1 rotation speed Nglim, the hybrid control unit 102 more appropriately performs control such that the engine rotation speed Ne is within a range which is not greater than a maximum rotation speed Nemax of the engine rotation speed Ne set lower by a margin ⁇ than the upper-limit rotation speed in the feasible area of the engine rotation speed Ne.
  • the margin ⁇ is, for example, a margin of the engine rotation speed Ne which is determined in advance such that the engine rotation speed Ne and the MG 1 rotation speed Ng do not exceed the predetermined upper-limit rotation speeds thereof. Since the engine 12 is controlled within a range which is not greater than the maximum rotation speed Nemax, the first rotary machine MG 1 is controlled within a range which is not greater than a maximum rotation speed Ngmax of the MG 1 rotation speed Ng which is set to be lower by a margin ⁇ than the upper-limit MG 1 rotation speed Nglim.
  • the margin ⁇ is, for example, a margin of the MG 1 rotation speed Ng which is determined in advance such that the MG 1 rotation speed Ng does not exceed the upper-limit MG 1 rotation speed Nglim.
  • the above-mentioned target engine operating point OPengtgt is set as an engine operating point OPeng for realizing the required engine power Pedem, and is set in consideration that the engine rotation speed Ne is within a range which is not greater than the maximum rotation speed Nemax.
  • Control of the engine 12 is, for example, control of the engine torque Te for outputting the target engine torque Tetgt.
  • Control of the first rotary machine MG 1 is, for example, control of the MG 1 torque Tg by feedback control for operating the first rotary machine MG 1 such that the engine rotation speed Ne reaches the target engine rotation speed Netgt.
  • the engine rotation speed Ne may increase to exceed the maximum rotation speed Nemax depending on a vehicle condition. In this case, decreasing the engine torque Te can be considered. However, since the engine 12 includes the supercharger 18 , the engine rotation speed Ne may be more likely to fall into a high-rotation state as the engine rotation speed Ne or the MG 1 rotation speed Ng approaches a predetermined upper-limit rotation speed thereof due to a response delay of the supercharging pressure Pchg even when the engine 12 is controlled such that the engine torque Te is decreased.
  • the hybrid control unit 102 changes the engine operating point OPeng such that an actual rotation speed difference ⁇ N [rpm] which is a speed difference between the maximum rotation speed Nemax and the engine rotation speed Ne becomes greater than a margin rotation speed difference (a margin speed difference) ⁇ Nr [rpm] when the actual rotation speed difference ⁇ N is equal to or less than the margin rotation speed difference ⁇ Nr.
  • the electronic control unit 100 includes an engine operating point changing means, that is, an engine operating point changing unit 112 , in the hybrid control unit 102 and the electronic control unit 100 includes a margin rotation speed difference setting means, that is, a margin rotation speed difference setting unit (a margin speed difference setting unit) 114 .
  • the electronic control unit 100 further includes a condition determining means, that is, a condition determining unit 116 .
  • the condition determining unit 116 determines whether the engine rotation speed Ne exceeds the maximum rotation speed Nemax.
  • the high rotation curbing control unit 110 controls the engine 12 such that the engine torque Te decreases.
  • the high rotation curbing control unit 110 decreases the engine torque Te, for example, by performing at least one torque-down control of decreasing an opening of the electronic throttle valve 38 and delaying an ignition time.
  • the high rotation curbing control unit 110 decreases the engine torque Te, for example, by performing fuel-cut control for stopping supply of fuel to the engine 12 .
  • the condition determining unit 116 determines whether the vehicle condition is a predetermined vehicle condition in which the engine rotation speed Ne is likely to exceed the maximum rotation speed Nemax.
  • the output rotation speed No is likely to increase due to idling of the driving wheels 16 and the engine rotation speed Ne is also likely to increase.
  • the output rotation speed No is likely to decrease due to lock of the driving wheels 16 and the MG 1 rotation speed Ng is also likely to increase.
  • the slippery road is a road on which the driving wheels 16 are likely to idle or to be locked and examples thereof include a low- ⁇ road, a rough road, and an unpaved road.
  • the condition determining unit 116 determines whether the vehicle condition is the predetermined vehicle condition based on whether the vehicle 10 is traveling on a road on which the driving wheels 16 are likely to slip.
  • the condition determining unit 116 determines whether the vehicle 10 is traveling on a road which the driving wheels 16 are likely to slip, for example, based on whether a difference between an average wheel speed Nwd of the wheel speeds Nwdl and Nwdr of the driving wheels 16 and an average wheel speed Nws of the wheel speeds Nwsl and Nwsr of the driven wheels is greater than a predetermined slip determination threshold value for determining whether a tire slip has occurred.
  • the engine operating point changing unit 112 includes a change condition satisfaction determining means, that is, a change condition satisfaction determining unit 112 a , a first operating point calculating means, that is, a first operating point calculating unit 112 b , a second operating point calculating means, that is, a second operating point calculating unit 112 c , and a margin determining means, that is, a margin determining unit 112 d .
  • the engine operating point changing unit 112 changes the engine operating point OPeng, for example, such that the engine operating point OPeng which is controlled to the optimal engine operating point OPengf by the hybrid control unit 102 reaches a first target engine operating point OPengtgt1 which is calculated by the first operating point calculating unit 112 b or a second target engine operating point OPengtgt2 which is calculated by the second operating point calculating unit 112 c.
  • the change condition satisfaction determining unit 112 a determines that the operating point change condition CD is satisfied when a preset first condition CD1 and a preset second condition CD2 are satisfied.
  • the first condition CD1 is satisfied, for example, when the condition determining unit 116 determines that the vehicle condition is the predetermined vehicle condition.
  • the second condition CD2 is satisfied, for example, when the actual rotation speed difference ⁇ N is equal to or less than a margin rotation speed difference ⁇ Nr which is set by a margin rotation speed difference setting unit 114 ( ⁇ N ⁇ Nr).
  • the actual rotation speed difference ⁇ N is a speed difference (Nemax1 ⁇ Ne1) between a maximum rotation speed Nemax1 [rpm] and an engine rotation speed Ne1 [rpm].
  • the maximum rotation speed Nemax1 is, for example, a maximum rotation speed Nemax of the engine rotation speed Ne which is set to be lower by a margin ⁇ than an upper-limit rotation speed at a vehicle speed V1 [km/h] which is detected by the output rotation speed sensor 90 when the condition determining unit 116 determines that the vehicle condition is the predetermined vehicle condition in the feasible area of the engine rotation speed Ne illustrated in FIG. 7 .
  • the engine rotation speed Ne1 is, for example, an engine rotation speed Ne which is detected by the engine rotation speed sensor 88 when the condition determining unit 116 determines that the vehicle condition is the predetermined vehicle condition.
  • the margin rotation speed difference setting unit 114 sets the margin rotation speed difference ⁇ Nr using a margin rotation speed difference setting map illustrated in FIG. 8 .
  • the margin rotation speed difference ⁇ Nr is set to increase as a margin between the engine rotation speed Ne during travel of a vehicle and the maximum rotation speed Nemax decreases, and the margin rotation speed difference ⁇ Nr is set to decrease as the margin increases.
  • the margin can be expressed, for example, by a friction coefficient ⁇ of a road on which the vehicle is traveling. As the friction coefficient ⁇ decreases, the engine rotation speed Ne is more likely to increase and thus the margin decreases.
  • the friction coefficient ⁇ of a road may be expressed by a wheel slip rate SR.
  • the friction coefficient ⁇ of a road decreases as the wheel slip rate SR increases and the friction coefficient ⁇ of the road increases as the wheel slip rate SR decreases.
  • the friction coefficient ⁇ of a road or the wheel slip rate SR can be calculated by the condition determining unit 116 using wheel speeds Nwdl, Nwdr, Nwsl, and Nwsr which are detected from the wheel speed sensors 91 .
  • one straight line is selected from a plurality of straight lines including a first straight line L 1 , a second straight line L 2 , and a third straight line L 3 as a part thereof based on a supercharging pressure Pchg which is detected from the supercharging pressure sensor 40 when the condition determining unit 116 determines that the vehicle condition is the predetermined vehicle condition, and the margin rotation speed difference ⁇ Nr is set.
  • the first straight line L 1 , the second straight line L 2 , and the third straight line L 3 represent some straight lines of the plurality of straight lines, and other straight lines are omitted in the margin rotation speed difference setting map.
  • the plurality of straight lines are arranged such that the margin rotation speed difference ⁇ Nr is set to be greater as the detected supercharging pressure Pchg increases.
  • the first straight line L 1 is a straight line indicating a case in which the detected supercharging pressure Pchg is relatively high and responsiveness of the engine torque Te is relatively slow.
  • the third straight line L 3 is a straight line indicating a case in which the detected supercharging pressure Pchg is relatively low, for example, the supercharging pressure Pchg is 0, and the responsiveness of the engine torque Te is relatively fast.
  • the second straight line L 2 is a straight line indicating a case in which the detected supercharging pressure Pchg is interposed between the supercharging pressure Pchg at which the first straight line L 1 is selected and the supercharging pressure Pchg at which the third straight line L 3 is selected. That is, as described in the margin rotation speed difference setting map, the margin rotation speed difference setting unit 114 sets the margin rotation speed difference ⁇ Nr to a greater value when the supercharging pressure Pchg is high than when the supercharging pressure Pchg is low based on the detected supercharging pressure Pchg, and sets the margin rotation speed difference ⁇ Nr to be a greater value as the detected supercharging pressure Pchg increases.
  • the first operating point calculating unit 112 b calculates a first target engine operating point OPengtgt1 such that the actual rotation speed difference ⁇ N is greater than the margin rotation speed difference ⁇ Nr.
  • the first target engine operating point OPengtgt1 is expressed by a first target engine rotation speed Netgt1 and a first target engine torque Tetgt1.
  • the first target engine torque Tetgt1 is, for example, an engine torque Te when the engine rotation speed Ne is shifted to the first target engine rotation speed Netgt1 in a state in which the engine operating point OPeng when the change condition satisfaction determining unit 112 a determines that the operating point change condition CD in FIG. 4 has been satisfied is equal to the engine power Pe. That is, the first operating point calculating unit 112 b calculates the first target engine operating point OPengtgt1 such that the actual rotation speed difference ⁇ N becomes greater by the margin rotation speed Nem than the margin rotation speed difference ⁇ Nr.
  • the margin determining unit 112 d determines whether there is a sufficient margin between a rotation speed of another rotary element and a predetermined upper-limit rotation speed, for example, between the relative rotation speed Np2 of the second pinion P 2 and the upper-limit pinion relative rotation speed Np2lim.
  • the margin determining unit 112 d determines that there is a sufficient margin between the relative rotation speed Np2 of the second pinion P 2 and the upper-limit pinion relative rotation speed Np2lim.
  • the maximum rotation speed Np2max is a relative rotation speed Np2 of the second pinion P 2 which is set to be lower by a margin ⁇ than the upper-limit pinion relative rotation speed Np2lim.
  • the margin ⁇ is, for example, a margin of the relative rotation speed Np2 of the second pinion P 2 which is determined in advance such that the relative rotation speed Np2 of the second pinion P 2 does not exceed the upper-limit pinion relative rotation speed Np2lim.
  • the relative rotation speed Np2 of the second pinion P 2 when the engine operating point OPeng is shifted to reach the first target engine operating point OPengtgt1 is estimated, for example, from the first target engine rotation speed Netgt1 and the MG 2 rotation speed Nm.
  • the second operating point calculating unit 112 c calculates the second target engine operating point OPengtgt2 such that the margin between the engine rotation speed Ne1 and the maximum rotation speed Nemax1 is equal to the margin between the relative rotation speed Np2 of the second pinion P 2 and the maximum rotation speed Np2max.
  • the second target engine operating point OPengtgt2 is expressed by a second target engine rotation speed Netgt2 and a second target engine torque Tetgt2.
  • the second target engine rotation speed Netgt2 is an engine rotation speed Ne at which a difference between the second target engine rotation speed Netgt2 and the maximum rotation speed Nemax1 is equal to a difference between the relative rotation speed Np2 of the second pinion P 2 and the maximum rotation speed Np2max when the engine operating point OPeng is shifted to reach the second target engine operating point OPengtgt2.
  • the second target engine torque Tetgt2 is, for example, an engine torque Te when the engine rotation speed Ne is shifted to the second target engine rotation speed Netgt2 in a state in which the engine operating point OPeng when the change condition satisfaction determining unit 112 a determines that the operating point change condition CD in FIG. 4 has been satisfied is equal to the engine power Pe.
  • the relative rotation speed Np2 of the second pinion P 2 when the engine operating point OPeng is shifted to reach the second target engine operating point OPengtgt2 is estimated, for example, from the second target engine rotation speed Netgt2 and the MG 2 rotation speed Nm.
  • the engine operating point changing unit 112 selects the first target engine operating point OPengtgt1 calculated by the first operating point calculating unit 112 b as a target engine operating point OPengtgt and changes the engine operating point OPeng by adjusting the MG 1 rotation speed Ng of the first rotary machine MG 1 , that is, the MG 1 torque Tg, and the gear ratio ⁇ tA of the composite transmission 61 such that the engine operating point OPeng reaches the first target engine operating point OPengtgt1.
  • the engine operating point changing unit 112 changes the engine operating point OPeng by adjusting the MG 1 rotation speed Ng of the first rotary machine MG 1 , that is, the MG 1 torque Tg, and the gear ratio ⁇ tA of the composite transmission 61 such that the engine rotation speed Ne reaches the first target engine rotation speed Netgt1 and the gear ratio ⁇ tA reaches a first target gear ratio ⁇ ttgt1.
  • the first target gear ratio ⁇ ttgt1 is a value obtained by dividing the first target engine rotation speed Netgt1 by an output rotation speed No1 (Netgt1/No1).
  • the output rotation speed No1 is an output rotation speed No which is detected from the output rotation speed sensor 90 when the change condition satisfaction determining unit 112 a determines that the operating point change condition CD has been satisfied.
  • the engine operating point changing unit 112 selects the second target engine operating point OPengtgt2 calculated by the second operating point calculating unit 112 c as a target engine operating point OPengtgt and changes the engine operating point OPeng by adjusting the MG 1 rotation speed Ng of the first rotary machine MG 1 , that is, the MG 1 torque Tg, and the gear ratio ⁇ tA of the composite transmission 61 such that the engine operating point OPeng reaches the second target engine operating point OPengtgt2.
  • the engine operating point changing unit 112 changes the engine operating point OPeng by adjusting the MG 1 rotation speed Ng of the first rotary machine MG 1 , that is, the MG 1 torque Tg, and the gear ratio ⁇ tA of the composite transmission 61 such that the engine rotation speed Ne reaches the second target engine rotation speed Netgt2 and the gear ratio ⁇ tA reaches a second target gear ratio ⁇ ttgt2.
  • the second target gear ratio ⁇ ttgt2 is a value obtained by dividing the second target engine rotation speed Netgt2 by the output rotation speed No1 (Netgt2/No1).
  • FIG. 9 is a flowchart illustrating a principal part of a control operation of the electronic control unit 100 and illustrating a control operation for preventing the engine rotation speed Ne from falling into a high-rotation state in which the engine rotation speed Ne exceeds the maximum rotation speed Nemax.
  • FIG. 10 is a timing chart illustrating an example in which the control operation illustrated in the flowchart of FIG. 9 is performed.
  • Step 10 it is determined whether the vehicle 10 is traveling on a road on which the driving wheels 16 are likely to slip, for example, whether the vehicle 10 is traveling on a low- ⁇ road.
  • S 10 determination result of S 10 is positive (time point t 1 in FIG. 10 ), that is, when the vehicle 10 is traveling on a road on which the driving wheels 16 are likely to slip
  • S 20 corresponding to the function of the change condition satisfaction determining unit 112 a is performed.
  • S 30 corresponding to the function of the hybrid control unit 102 is performed.
  • the actual rotation speed difference ⁇ N which is a speed difference between the maximum rotation speed Nemax1 and the engine rotation speed Ne1 is calculated.
  • S 40 corresponding to the function of the margin rotation speed difference setting unit 114 is performed.
  • the margin rotation speed difference ⁇ Nr is set, for example, using the margin rotation speed difference setting map illustrated in FIG. 8 .
  • S 50 corresponding to the function of the change condition satisfaction determining unit 112 a is performed.
  • S 50 it is determined whether the actual rotation speed difference ⁇ N is greater than the margin rotation speed difference ⁇ Nr ( ⁇ N> ⁇ Nr).
  • S 30 is performed.
  • S 60 corresponding to the function of the first operating point calculating unit 112 b is performed.
  • an optimal engine operating point OPengf is selected as the target engine operating point OPengtgt.
  • the first target engine operating point OPengtgt1 is calculated such that the actual rotation speed difference ⁇ N is greater than the margin rotation speed difference A ⁇ r. Then, S 70 corresponding to the function of the margin determining unit 112 d is performed. In S 70 , it is determined whether there is a sufficient margin between the rotation speed of the other rotary element and the predetermined upper-limit rotation speed, that is, whether there is a sufficient margin at the rotation speed of the other rotary element, when the engine operating point OPeng is shifted to reach the first target engine operating point OPengtgt1 calculated in S 60 .
  • the second target engine operating point OPengtgt2 is calculated such that the margin between the engine rotation speed Ne and the maximum rotation speed Nemax1 is equal to the margin between the relative rotation speed Np2 of the second pinion P 2 and the maximum rotation speed Np2max, and the calculated second target engine operating point OPengtgt2 is selected as a target engine operating point OPengtgt.
  • the first target engine operating point OPengtgt1 calculated in S 60 is selected as the target engine operating point OPengtgt.
  • the control device for a hybrid vehicle includes: the high rotation curbing control unit 110 that controls the engine 12 and the first rotary machine MG 1 such that the engine operating point OPeng reaches the target engine operating point OPengtgt which is set such that the engine rotation speed Ne is within a range which does not exceed the maximum rotation speed Nemax with a margin of the engine rotation speed Ne from the predetermined upper-limit rotation speed of each of the engine 12 and the first rotary machine MG 1 and an output required for the engine 12 is output from the engine 12 and controls the engine 12 such that the engine torque Te decreases when the engine rotation speed Ne exceeds the maximum rotation speed Nemax; and the engine operating point changing unit 112 that changes the engine operating point OPeng such that a speed difference between the maximum rotation speed Nemax and the engine rotation speed Ne, that is, the actual rotation speed difference ⁇ N, becomes greater than the margin rotation speed difference ⁇ Nr when the actual rotation speed difference ⁇ N becomes equal to or less than the margin rotation speed difference ⁇ Nr.
  • the engine operating point OPeng is changed such that the actual rotation speed difference ⁇ N becomes greater than the margin rotation speed difference ⁇ Nr when the actual rotation speed difference ⁇ N is equal to or less than the margin rotation speed difference ⁇ Nr, the difference between the maximum rotation speed Nemax and the engine rotation speed Ne is prevented from becoming equal to or less than the margin rotation speed difference ⁇ Nr.
  • a relatively sufficient margin is secured in the difference between the maximum rotation speed Nemax and the engine rotation speed Ne, it is possible to prevent the engine rotation speed Ne from falling into a high-rotation state in which the engine rotation speed Ne exceeds the maximum rotation speed Nemax due to a response delay of the supercharging pressure Pchg.
  • the control device for a hybrid vehicle further includes the margin rotation speed difference setting unit 114 that sets the margin rotation speed difference ⁇ Nr to a greater value when the supercharging pressure Pchg from the supercharger 18 is high than when the supercharging pressure is low. Accordingly, since the margin rotation speed difference ⁇ Nr is set to a greater value when the supercharging pressure Pchg is high than when the supercharging pressure Pchg is low, the actual rotation speed difference ⁇ N is less likely to become equal to or less than the margin rotation speed difference ⁇ Nr when the supercharging pressure Pchg is low than when the supercharging pressure Pchg is high.
  • the margin rotation speed difference setting unit 114 sets the margin rotation speed difference ⁇ Nr to a greater value as the supercharging pressure Pchg becomes higher, it is possible to further appropriately prevent the engine rotation speed Ne from falling into a high-rotation state in which the engine rotation speed Ne exceeds the maximum rotation speed Nemax.
  • the control device for a hybrid vehicle further includes the condition determining unit 116 that determines whether the vehicle condition is a predetermined vehicle condition in which the engine rotation speed Ne is likely to exceed the maximum rotation speed Nemax.
  • the engine operating point changing unit 112 changes the engine operating point OPeng such that the actual rotation speed difference ⁇ N is greater than the margin rotation speed difference ⁇ Nr when it is determined that the vehicle condition is the predetermined vehicle condition and the actual rotation speed difference ⁇ N is equal to or less than the margin rotation speed difference ⁇ Nr.
  • the engine operating point changing unit 112 changes the engine operating point OPeng when it is determined that the vehicle condition is the predetermined vehicle condition and the actual rotation speed difference ⁇ N is equal to or less than the margin rotation speed difference ⁇ Nr, it is possible to curb excessive change of the engine operating point OPeng, for example, in comparison with a case in which the engine operating point OPeng is changed when the actual rotation speed difference ⁇ N is equal to or less than the margin rotation speed difference ⁇ Nr.
  • the condition determining unit 116 determines whether the vehicle condition is the predetermined vehicle condition based on whether the vehicle 10 is traveling on a road on which the driving wheels 16 to which power of the engine 12 is transmitted are likely to slip. Accordingly, it is possible to prevent the engine rotation speed Ne from falling into a high-rotation state in which the engine rotation speed Ne exceeds the maximum rotation speed Nemax when the vehicle 10 is traveling on a road on which the driving wheels 16 are likely to slip.
  • the vehicle 10 includes the composite transmission 61 that is provided in the power transmission path between the engine 12 and the driving wheels 16 , and the engine operating point changing unit 112 changes the engine operating point OPeng by adjusting the MG 1 rotation speed Ng of the first rotary machine MG 1 and the gear ratio ⁇ tA of the composite transmission 61 . Accordingly, it is possible to appropriately change the engine operating point OPeng by adjusting the MG 1 rotation speed Ng of the first rotary machine MG 1 and the gear ratio ⁇ tA of the composite transmission 61 .
  • FIG. 11 is a diagram schematically illustrating a configuration of a vehicle 200 to which the present disclosure is applied.
  • the vehicle 200 is a hybrid vehicle including an engine 202 , a first rotary machine (a rotary machine) MG 1 , a second rotary machine MG 2 , a power transmission device 204 , driving wheels 206 .
  • the engine 202 , the first rotary machine MG 1 , and the second rotary machine MG 2 have the same configurations as the engine 12 , the first rotary machine MG 1 , and the second rotary machine MG 2 described above in the first embodiment.
  • An engine torque Te of the engine 202 is controlled by causing an electronic control unit 240 which will be described later to control an engine control device 208 including an electronic throttle valve, a fuel injection device, an ignition device, and a waste gate valve which are provided in the vehicle 200 .
  • the first rotary machine MG 1 and the second rotary machine MG 2 are connected to a battery 212 that is a power storage device provided in the vehicle 200 via an inverter 210 provided in the vehicle 200 .
  • An MG 1 torque Tg and an MG 2 torque Tm of the first rotary machine MG 1 and the second rotary machine MG 2 are controlled by causing the electronic control unit 240 to control the inverter 210 .
  • a power transmission device 204 includes an electrical stepless gear shifting unit 216 and a mechanical stepped gear shifting unit 218 which are arranged in series on a common axis in a case 214 that is a non-rotary member attached to the vehicle body.
  • the electrical stepless gear shifting unit 216 is connected to the engine 202 directly or indirectly via a damper which is not illustrated or the like.
  • the mechanical stepped gear shifting unit 218 is connected to an output side of the electrical stepless gear shifting unit 216 .
  • the power transmission device 204 includes a differential gear unit 222 that is connected to an output shaft 220 which is an output rotary member of the mechanical stepped gear shifting unit 218 and a pair of axles 224 that is connected to the differential gear unit 222 or the like.
  • the power transmission device 204 power which is output from the engine 202 or the second rotary machine MG 2 is transmitted to the mechanical stepped gear shifting unit 218 and is transmitted from the mechanical stepped gear shifting unit 218 to the driving wheels 206 via the differential gear unit 222 or the like.
  • the power transmission device 204 having this configuration is suitably used for a vehicle of a front-engine rear-drive (FR) type.
  • the electrical stepless gear shifting unit 216 is referred to as a stepless gear shifting unit 216 and the mechanical stepped gear shifting unit 218 is referred to as a stepped gear shifting unit 218 .
  • the stepless gear shifting unit 216 , the stepped gear shifting unit 218 , or the like is disposed to be substantially symmetric with respect to the common axis, and a lower half with respect to the axis is not illustrated in FIG. 11 .
  • the common axis is an axis of a crankshaft of the engine 202 , a connection shaft 226 connected to the crankshaft, or the like.
  • the stepless gear shifting unit 216 includes a differential mechanism 230 that is a power split mechanism that mechanically splits power of the engine 202 to the first rotary machine MG 1 and an intermediate transmission member 228 which is an output rotary member of the stepless gear shifting unit 216 .
  • the first rotary machine MG 1 is a rotary machine to which power of the engine 202 is transmitted.
  • the second rotary machine MG 2 is connected to the intermediate transmission member 228 in a power-transmittable manner. Since the intermediate transmission member 228 is connected to the driving wheels 206 via the stepped gear shifting unit 218 , the second rotary machine MG 2 is a rotary machine that is connected to the driving wheels 206 in a power-transmittable manner.
  • the differential mechanism 230 is a differential mechanism that splits and transmits power of the engine 202 to the driving wheels 206 and the first rotary machine MG 1 .
  • the stepless gear shifting unit 216 is an electrical stepless transmission in which a differential state of the differential mechanism 230 is controlled by controlling the operating state of the first rotary machine MG 1 .
  • the first rotary machine MG 1 is a rotary machine that can control an engine rotation speed Ne, that is, adjust the engine rotation speed Ne.
  • the differential mechanism 230 is constituted by a single-pinion type planetary gear unit and includes a sun gear S 0 , a carrier CA 0 , and a ring gear R 0 .
  • the engine 202 is connected to the carrier CA 0 via the connection shaft 226 in a power-transmittable manner, the first rotary machine MG 1 is connected to the sun gear S 0 in a power-transmittable manner, and the second rotary machine MG 2 is connected to the ring gear R 0 in a power-transmittable manner.
  • the carrier CA 0 serves as an input element
  • the sun gear S 0 serves as a reaction element
  • the ring gear R 0 serves as an output element.
  • the stepped gear shifting unit 218 is a stepped transmission constituting at least a part of a power transmission path between the intermediate transmission member 228 and the driving wheels 206 , that is, a mechanical gear shifting mechanism constituting a part of a power transmission path between the stepless gear shifting unit 216 (which is synonymous with the differential mechanism 230 ) and the driving wheels 206 .
  • the intermediate transmission member 228 also serves as an input rotary member of the stepped gear shifting unit 218 .
  • the stepped gear shifting unit 218 is, for example, a known planetary gear type automatic transmission including a plurality of planetary gear units such as a first planetary gear unit 232 and a second planetary gear unit 234 and a plurality of engagement devices such as a one-way clutch F 1 , a clutch C 1 , a clutch C 2 , a brake B 1 , and a brake B 2 .
  • the clutch C 1 , the clutch C 2 , the brake B 1 , and the brake B 2 are simply referred to as engagement devices CB when not particularly distinguished.
  • Each engagement device CB is a hydraulic frictional engagement device which is constituted by a multi-disc or single-disc clutch or brake which is pressed by a hydraulic actuator, a band brake which is tightened by a hydraulic actuator, and the like.
  • the operating state such as an engaged state or a disengaged state of each engagement device CB is switched by changing an engagement torque Tcb which is a torque capacity thereof using regulated engagement oil pressures PRcb of the engagement devices CB which are output from solenoid valves SL 1 to SL 4 or the like in a hydraulic pressure control circuit 236 provided in the vehicle 200 .
  • rotary elements of the first planetary gear unit 232 and the second planetary gear unit 234 are partially connected to each other directly or indirectly via the engagement devices CB or the one-way clutch F 1 or are connected to the intermediate transmission member 228 , the case 214 , or the output shaft 220 .
  • the rotary elements of the first planetary gear unit 232 are a first sun gear S 1 , a first carrier CA 1 , and a first ring gear R 1
  • the rotary elements of the second planetary gear unit 234 are a second sun gear S 2 , a second carrier CA 2 , and a second ring gear R 2 .
  • a gear stage which is formed in the stepped gear shifting unit 218 is referred to as an AT gear stage.
  • the AT input rotation speed Ni is an input rotation speed of the stepped gear shifting unit 218 and has the same value as a rotation speed of the intermediate transmission member 228 and the same value as an MG 2 rotation speed Nm.
  • the AT output rotation speed Noat is a rotation speed of the output shaft 220 which is an output rotation speed of the stepped gear shifting unit 218 and is also an output rotation speed of a composite transmission (a transmission) 238 which is a combined transmission including the stepless gear shifting unit 216 and the stepped gear shifting unit 218 .
  • a composite transmission (a transmission) 238 which is a combined transmission including the stepless gear shifting unit 216 and the stepped gear shifting unit 218 .
  • ⁇ 0 is a value of a ratio of the engine rotation speed Ne to the MG 2 rotation speed Nm (Ne/Nm).
  • the composite transmission 238 is a transmission that is provided in a power transmission path between the engine 202 and the driving wheels 206 .
  • stepped gear shifting unit 218 for example, as illustrated in an engagement operation table of FIG. 12 , four forward AT gear stages including a first AT gear stage (“1st” in the drawing) to a fourth AT gear stage (“4th” in the drawing) are formed as a plurality of AT gear stages.
  • the gear ratio ⁇ at of the first AT gear stage is the highest and the gear ratio ⁇ at becomes lower in a higher AT gear stage.
  • a reverse AT gear stage (“Rev” in the drawing) is formed, for example, by engagement of the clutch C 1 and engagement of the brake B 2 . That is, for example, the first AT gear stage is formed at the time of reverse travel.
  • an AT gear stage which is formed according to a driver's operation of an accelerator, a vehicle speed V, or the like is switched, that is, a plurality of AT gear stages are selectively formed, by an electronic control unit 240 which will be described later.
  • so-called clutch-to-clutch gear shifting in which gear shifting is performed by switching one of the engagement devices CB, that is, gear shifting is performed by switching of the engagement device CB between engagement and disengagement, is performed.
  • the vehicle 200 further includes an one-way clutch F 0 .
  • the one-way clutch F 0 is a lock mechanism that can fix the carrier CA 0 in a non-rotatable manner. That is, the one-way clutch F 0 is a lock mechanism that can fix the connection shaft 226 which is connected to the crankshaft of the engine 202 and which rotates integrally with the carrier CA 0 to the case 214 .
  • the one-way clutch F 0 one member of two members rotatable relative to each other is integrally connected to the connection shaft 226 and the other member is integrally connected to the case 214 .
  • the one-way clutch F 0 idles in a positive rotating direction which is a rotating direction at the time of operation of the engine 202 and is automatically engaged in a negative rotating direction which is opposite to that at the time of operation of the engine 202 . Accordingly, at the time of idling of the one-way clutch F 0 , the engine 202 is rotatable relative to the case 214 . On the other hand, at the time of engagement of the one-way clutch F 0 , the engine 202 is not rotatable relative to the case 214 . That is, the engine 202 is fixed to the case 214 by engagement of the one-way clutch F 0 .
  • the one-way clutch F 0 permits rotation in the positive rotating direction of the carrier CA 0 which is a rotating direction at the time of operation of the engine 202 and prohibits rotation in the negative rotating direction of the carrier CA 0 . That is, the one-way clutch F 0 is a lock mechanism that can permit rotation in the positive rotating direction of the engine 202 and prohibit rotation in the negative rotating direction.
  • the vehicle 200 further includes an electronic control unit 240 which is a controller including a control device for the vehicle 200 associated with control of the engine 202 , the first rotary machine MG 1 , the second rotary machine MG 2 , and the like.
  • the electronic control unit 240 has the same configuration as the electronic control unit 100 described above in the first embodiment.
  • the electronic control unit 240 is supplied with various signals which are the same as supplied to the electronic control unit 100 .
  • Various command signals which are the same as output from the electronic control unit 100 are output from the electronic control unit 240 .
  • the electronic control unit 240 has functions equivalent to the functions of the hybrid control unit 102 , the margin rotation speed difference setting unit 114 , and the condition determining unit 116 which are included in the electronic control unit 100 .
  • the electronic control unit 240 can realize a control function capable of preventing a high-rotation state in which the engine rotation speed Ne exceeds the maximum rotation speed Nemax, which is the same function as realized by the electronic control unit 100 described above in the first embodiment.
  • the stepped gear shifting unit 218 is provided in series on the rear stage of the stepless gear shifting unit 216 . Accordingly, when the AT gear stage of the stepped gear shifting unit 218 is switched at a certain vehicle speed V, the rotation speed of the ring gear R 0 which is the output rotation speed of the stepless gear shifting unit 216 changes. Then, a feasible area of the engine rotation speed Ne changes based on a difference between the AT gear stages in the stepped gear shifting unit 218 .
  • FIGS. 13, 14, 15, and 16 are diagrams illustrating an example of a feasible area of the engine rotation speed Ne on a two-dimensional coordinate system with the vehicle speed V and the engine rotation speed Ne as variables and illustrating an embodiment other than illustrated in FIG. 7 in the first embodiment.
  • FIG. 13 illustrates a case in which the stepped gear shifting unit 218 is set to the first AT gear stage
  • FIG. 14 illustrates a case in which the stepped gear shifting unit 218 is set to the second AT gear stage
  • FIG. 15 illustrates a case in which the stepped gear shifting unit 218 is set to the third AT gear stage
  • FIG. 16 illustrates a case in which the stepped gear shifting unit 218 is set to the fourth AT gear stage.
  • FIGS. 13 illustrates a case in which the stepped gear shifting unit 218 is set to the first AT gear stage
  • FIG. 14 illustrates a case in which the stepped gear shifting unit 218 is set to the second AT gear stage
  • FIG. 15 illustrates a case in which the stepped gear shifting unit 218
  • the basic idea for defining the feasible area of the engine rotation speed Ne is the same as described above with reference to FIG. 7 .
  • the rotation speed of the ring gear R 0 which is the output rotation speed of the stepless gear shifting unit 216 becomes lower. Accordingly, in a low area of the engine rotation speed Ne, the feasible area of the engine rotation speed Ne which is defined according to the upper limit of the relative rotation speed of the second pinion P 2 is enlarged to a higher vehicle speed side at a higher AT gear stage.
  • the rotation speed of the ring gear R 0 decreases and thus the feasible area of the engine rotation speed Ne is not defined according to the upper-limit MG 2 rotation speed Nmlim, but the feasible area of the engine rotation speed Ne is defined according to a maximum vehicle speed of the vehicle 200 .
  • the AT gear stage of the stepped gear shifting unit 218 is on a high side and the rotation speed of the ring gear R 0 decreases, the MG 1 rotation speed Ng is likely to increase. Accordingly, in a low vehicle speed area, limitation on a high rotation side of the feasible area of the engine rotation speed Ne which is defined according to the upper-limit MG 1 rotation speed Nglim increases as the AT gear stage becomes higher.
  • FIG. 17 is a diagram illustrating an example of a timing chart when the control operation illustrated in the flowchart of FIG. 9 according to the first embodiment is performed in the vehicle 200 .
  • FIG. 17 is a diagram illustrating an example in which it is determined that the vehicle 200 is traveling on a road on which the driving wheels 206 are likely to slip due to slippage of the driving wheels 206 and the composite transmission 238 is caused to perform gear shifting to change the engine operating point OPeng.
  • time point ta 1 indicates a time point at which the driving wheels 206 slip and it is determined that the vehicle 200 is traveling on a road on which the driving wheels 206 are likely to slip (slip determination is performed).
  • Time point ta 2 indicates a time point at which the actual rotation speed difference ⁇ N becomes equal to or less than the margin rotation speed difference ⁇ Nr to satisfy the operating point change condition CD and gear shifting by the composite transmission 238 is started to change the engine operating point OPeng such that the actual rotation speed difference ⁇ N becomes greater than the margin rotation speed difference ⁇ Nr.
  • Time point ta 3 indicates a time point at which gear shifting by the composite transmission 238 is ended.
  • the engine operating point OPeng is changed such that the actual rotation speed difference ⁇ N becomes greater than the margin rotation speed difference ⁇ Nr.
  • FIG. 18 is a diagram schematically illustrating a configuration of a vehicle 300 to which the present disclosure is applied.
  • the vehicle 300 is a series type hybrid vehicle including an engine 302 , a power generator 304 , a motor 306 , a power transmission device 308 , and driving wheels 310 .
  • the engine 302 has the same configuration as the engine 12 described above in the first embodiment.
  • An engine torque Te of the engine 302 is controlled by causing an electronic control unit 318 which will be described later to control an engine control device 312 such as an electronic throttle valve, a fuel injection device, an ignition device, and a waste gate valve which are provided in the vehicle 300 .
  • the engine 302 is not mechanically connected to the driving wheels 310 .
  • the power generator 304 is a rotary electric machine that has only a function of a power generator.
  • the power generator 304 is a first rotary machine (a rotary machine) that is mechanically connected to the engine 302 and to which power of the engine 302 is transmitted.
  • the power generator 304 is rotationally driven by the engine 302 to generate electric power with power of the engine 302 .
  • the power generator 304 is a first rotary machine that can control the engine rotation speed Ne, that is, a first rotary machine that can adjust the engine rotation speed Ne.
  • the motor 306 is a rotary electric machine having a function of an electric motor and a function of a power generator and is called a motor generator.
  • the motor 306 is a second rotary machine that is connected to the driving wheels 310 via the power transmission device 308 in a power-transmittable manner.
  • the power generator 304 and the motor 306 are connected to a battery 316 that is a power storage device provided in the vehicle 300 via an inverter 314 provided in the vehicle 300 .
  • a generator torque Tgr which is an output torque of the power generator 304
  • a motor torque Tmt which is an output torque of the motor 306 are controlled by causing the electronic control unit 318 to control the inverter 314 .
  • Generated electric power Wgr of the power generator 304 is charged in the battery 316 or is consumed in the motor 306 .
  • the motor 306 outputs the motor torque Tmt using all or some of the generated electric power Wgr or using electric power from the battery 316 in addition to the generated electric power Wgr. In this way, the motor 306 is driven with the generated electric power Wgr of the power generator 304 .
  • the vehicle 300 further includes an electronic control unit 318 which is a controller including a control device for the vehicle 300 associated with control of the engine 302 , the power generator 304 , the motor 306 , and the like.
  • the electronic control unit 318 has the same configuration as the electronic control unit 100 described above in the first embodiment.
  • the electronic control unit 318 is supplied with various signals which are the same as supplied to the electronic control unit 100 .
  • Various command signals which are the same as output from the electronic control unit 100 are output from the electronic control unit 318 .
  • the electronic control unit 318 has functions equivalent to the functions of the hybrid control unit 102 , the margin rotation speed difference setting unit 114 , and the condition determining unit 116 which are included in the electronic control unit 100 .
  • the electronic control unit 318 can realize a control function capable of preventing the engine rotation speed Ne from falling into a high-rotation state in which the engine rotation speed Ne exceeds the maximum rotation speed Nemax which is the same function as realized by the electronic control unit 100 described above in the first embodiments.
  • the vehicle 300 whether the vehicle 300 is traveling on a road on which the driving wheels 310 are likely to slip is not considered but whether the power generator 304 is subjected to the predetermined output limitation is considered in order to determine whether the vehicle condition is the predetermined vehicle condition in which the engine rotation speed Ne is likely to exceed the maximum rotation speed Nemax.
  • the condition determining unit 116 determines whether the vehicle condition is the predetermined vehicle condition based on whether the vehicle 10 is traveling on a road on which the driving wheels 16 are likely to slip. For example, the condition determining unit 116 may determine whether the vehicle condition is the predetermined vehicle condition based on whether the first rotary machine MG 1 is subjected to a predetermined output limitation.
  • the predetermined output limitation is, for example, an output limitation with which power generation or powering by the first rotary machine MG 1 at the time of outputting of the MG 1 torque Tg which is a reaction torque of the engine torque Te cannot be appropriately performed.
  • control of the first rotary machine MG 1 for causing the engine rotation speed Ne to reach the target engine rotation speed Netgt may not be appropriately performed and the engine rotation speed Ne is likely to increase.
  • Examples of the output limitation with which power generation or powering by the first rotary machine MG 1 cannot be appropriately performed include a state in which the temperature of the first rotary machine MG 1 is high or low such that the MG 1 temperature THg departs from a predetermined normal temperature area THgra and a state in which the temperature of the battery 54 is high or low such that the battery temperature THbat departs from a predetermined normal temperature area THbatra.
  • the predetermined normal temperature area THgra is a normal use area of the first rotary machine MG 1 and is a predetermined temperature area of the first rotary machine MG 1 in which the output of the first rotary machine MG 1 does not decrease according to the MG 1 temperature THg.
  • the predetermined normal temperature area THbatra is a normal use area of the battery 54 and is a predetermined temperature area of the battery 54 in which the chargeable and dischargeable powers Win and Wout do not decrease according to the battery temperature THbat.
  • the electronic control unit 100 including the condition determining unit 116 , it is possible to appropriately prevent the engine rotation speed Ne from falling into a high-rotation state in which the engine rotation speed Ne exceeds the maximum rotation speed Nemax when the first rotary machine MG 1 is subjected to the predetermined output limitation.
  • a margin rotation speed difference setting map in which the margin rotation speed difference ⁇ Nr is set to increase as the MG 1 temperature THg departs farther from the predetermined normal temperature area THgra or as the battery temperature THbat departs farther from the predetermined normal temperature area THbatra may be used instead of the margin rotation speed difference setting map illustrated in FIG. 8 at the time of setting the margin rotation speed difference ⁇ Nr.
  • the condition determining unit 116 determines whether the vehicle condition is the predetermined vehicle condition based on whether the vehicle 10 is traveling on a road on which the driving wheels 16 are likely to slip. For example, the condition determining unit 116 may determine whether the vehicle condition is the predetermined vehicle condition based on whether the vehicle 10 is traveling on a road on which the driving wheels 16 are likely to slip and whether the first rotary machine MG 1 is subjected to a predetermined output limitation. When at least one of the condition that the vehicle 10 is traveling on a road on which the driving wheels 16 are likely to slip and the condition that the first rotary machine MG 1 is subjected to the predetermined output limitation is satisfied, the condition determining unit 116 is configured to determine that the vehicle condition is the predetermined vehicle condition.
  • the operating point change condition CD is satisfied when both a first condition CD1 and a second condition CD2 are satisfied.
  • the operating point change condition CD may be satisfied when only the second condition CD2 is satisfied. That is, the operating point change condition CD may be satisfied when the actual rotation speed difference ⁇ N is equal to or less than the margin rotation speed difference ⁇ Nr regardless of whether the vehicle condition is the predetermined vehicle condition which is determined by the condition determining unit 116 .
  • the margin rotation speed difference ⁇ Nr is appropriately set, for example, using a margin rotation speed difference setting map illustrated in FIG. 8 , but, for example, a preset one margin rotation speed difference ⁇ Nr may be normally used.
  • the relative rotation speed Np2 of the second pinion P 2 is used as an example of the rotation speed of the other rotary element.
  • a rotation speed of another rotary element such as the MG 1 rotation speed Ng or the MG 2 rotation speed Nm may be used instead of the relative rotation speed Np2 of the second pinion P 2 .
  • the second target engine operating point OPengtgt2 is calculated such that the margin between the engine rotation speed Ne and the maximum rotation speed Nemax is equal to the margin between the relative rotation speed Np2 of the second pinion P 2 and the maximum rotation speed Np2max.
  • the second target engine operating point OPengtgt2 may be calculated such that the margin between the engine rotation speed Ne and the maximum rotation speed Nemax is not equal to the margin between the relative rotation speed Np2 of the second pinion P 2 and the maximum rotation speed Np2max, for example, the margin between the engine rotation speed Ne and the maximum rotation speed Nemax is two times or half times the margin between the relative rotation speed Np2 of the second pinion P 2 and the maximum rotation speed Np2max. That is, a ratio of the margin between the engine rotation speed Ne and the maximum rotation speed Nemax to the margin between the relative rotation speed Np2 of the second pinion P 2 and the maximum rotation speed Np2max at the second target engine operating point OPengtgt2 may be appropriately changed.
  • the condition determining unit 116 determines whether the vehicle condition is the predetermined vehicle condition based on whether the vehicle 200 is traveling on a road on which the driving wheels 206 are likely to slip. For example, the condition determining unit 116 may determine whether the vehicle condition is the predetermined vehicle condition based on whether the stepped gear shifting unit 218 which is an automatic transmission is subjected to a gear stage limitation.
  • the gear stage limitation refers to limiting the gear stage of the stepped gear shifting unit 218 to a low gear stage such that the temperature of an oil which is used for the stepped gear shifting unit 218 increases by increasing the rotation speed of an intermediate transmission member 228 which is an input rotary member of the stepped gear shifting unit 218 when the oil temperature is low.
  • the vehicle 10 may be a vehicle which does not include the gear shifting unit 58 and in which the engine 12 is connected to the differential unit 60 like the vehicle 200 .
  • the differential unit 60 may be a mechanism in which a differential operation can be limited by control of a clutch or brake connected to the rotary elements of the second planetary gear mechanism 82 .
  • the second planetary gear mechanism 82 may be a double pinion type planetary gear unit.
  • the second planetary gear mechanism 82 may be a differential mechanism including four or more rotary elements by connection between a plurality of planetary gear units.
  • the second planetary gear mechanism 82 may be a differential gear mechanism in which the first rotary machine MG 1 and the drive gear 74 are connected to the pinion which is rotationally driven by the engine 12 and a pair of bevel gears engaging with the pinion, respectively.
  • the second planetary gear mechanism 82 may be a mechanism with a configuration in which some rotary elements of two or more planetary gear units are connected to each other and the engine, the rotary machine, and the driving wheels are connected to the rotary elements of such planetary gear units in a power-transmittable manner.
  • the one-way clutch F 0 is exemplified as a lock mechanism that can fix the carrier CA 0 in a non-rotatable manner, but an applicable embodiment of the present disclosure is not limited to the aspect.
  • This lock mechanism may be an engagement device such as an engaging clutch, a hydraulic frictional engagement device such as a clutch or a brake, a dry engagement device, an electromagnetic frictional engagement device, or a magnetic powder type clutch which selectively connects the connection shaft 226 and the case 214 .
  • the vehicle 200 does not have to include the one-way clutch F 0 .
  • the stepped gear shifting unit 218 is exemplified above as the automatic transmission constituting a part of the power transmission path between the differential mechanism 230 and the driving wheels 206 , but an applicable embodiment of the present disclosure is not limited to the aspect.
  • the automatic transmission may be an automatic transmission such as a synchromesh parallel biaxial automatic transmission, a known dual clutch transmission (DCT) with two input shafts as the synchromesh parallel biaxial automatic transmission, or a known belt type stepless transmission.
  • DCT dual clutch transmission
  • the engine 302 of the vehicle 300 is not mechanically coupled to the driving wheels 310 , but an applicable embodiment of the present disclosure is not limited to this aspect.
  • the vehicle 300 may employ a configuration in which the engine 302 and the driving wheels 310 are connected to each other via a clutch and power of the engine 302 may be mechanically transmitted to the driving wheels 310 , for example, by engaging the clutch at the time of travel at a high speed.
  • the power transmission device 308 may include an automatic transmission.
  • a mechanical pump type supercharger that is rotationally driven by an engine or an electric motor may be provided in addition to the exhaust turbine type supercharger 18 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
US17/025,699 2019-09-20 2020-09-18 Control device for hybrid vehicle Active 2041-03-07 US11479235B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2019-172304 2019-09-20
JPJP2019-172304 2019-09-20
JP2019172304A JP7196805B2 (ja) 2019-09-20 2019-09-20 ハイブリッド車両の制御装置

Publications (2)

Publication Number Publication Date
US20210086749A1 US20210086749A1 (en) 2021-03-25
US11479235B2 true US11479235B2 (en) 2022-10-25

Family

ID=74881658

Family Applications (1)

Application Number Title Priority Date Filing Date
US17/025,699 Active 2041-03-07 US11479235B2 (en) 2019-09-20 2020-09-18 Control device for hybrid vehicle

Country Status (3)

Country Link
US (1) US11479235B2 (zh)
JP (1) JP7196805B2 (zh)
CN (1) CN112537292B (zh)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7196805B2 (ja) * 2019-09-20 2022-12-27 トヨタ自動車株式会社 ハイブリッド車両の制御装置
JP2021049807A (ja) * 2019-09-20 2021-04-01 トヨタ自動車株式会社 ハイブリッド車両の制御装置
JP7279593B2 (ja) * 2019-09-20 2023-05-23 トヨタ自動車株式会社 ハイブリッド車両の制御装置
JP7235783B2 (ja) * 2021-02-04 2023-03-08 本田技研工業株式会社 制御装置、および車両
CN114954416A (zh) * 2021-09-30 2022-08-30 长城汽车股份有限公司 车辆控制的方法、装置、存储介质、电子设备和车辆
CN114056319B (zh) * 2021-10-22 2023-12-26 中国北方车辆研究所 一种提高混动系统发动机暖机速度的控制方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008247205A (ja) 2007-03-30 2008-10-16 Toyota Motor Corp 動力出力装置およびその制御方法並びに車両
JP2016130118A (ja) 2015-01-15 2016-07-21 トヨタ自動車株式会社 車両の駆動装置
US20210086748A1 (en) * 2019-09-20 2021-03-25 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
US20210086747A1 (en) * 2019-09-20 2021-03-25 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
US20210086749A1 (en) * 2019-09-20 2021-03-25 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
US20210086751A1 (en) * 2019-09-20 2021-03-25 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4964318A (en) * 1975-09-25 1990-10-23 Ganoung David P Engine control apparatus for improved fuel economy
JP2007055287A (ja) * 2005-08-22 2007-03-08 Toyota Motor Corp ハイブリッド車
JP2008143316A (ja) * 2006-12-08 2008-06-26 Toyota Motor Corp 動力出力装置およびその制御方法並びに車両
JP2010120639A (ja) * 2010-01-15 2010-06-03 Toyota Motor Corp 車両の制御装置
US8983701B2 (en) * 2011-02-16 2015-03-17 Suzuki Motor Corporation Drive control apparatus for providing drive control to a hybrid electric vehicle, and hybrid electric vehicle
JP6036546B2 (ja) * 2013-05-22 2016-11-30 トヨタ自動車株式会社 ハイブリッド自動車
JP6204866B2 (ja) * 2014-03-31 2017-09-27 日立建機株式会社 ハイブリッド建設機械

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008247205A (ja) 2007-03-30 2008-10-16 Toyota Motor Corp 動力出力装置およびその制御方法並びに車両
JP2016130118A (ja) 2015-01-15 2016-07-21 トヨタ自動車株式会社 車両の駆動装置
US20210086748A1 (en) * 2019-09-20 2021-03-25 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
US20210086747A1 (en) * 2019-09-20 2021-03-25 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
US20210086749A1 (en) * 2019-09-20 2021-03-25 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
US20210086751A1 (en) * 2019-09-20 2021-03-25 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle

Also Published As

Publication number Publication date
JP7196805B2 (ja) 2022-12-27
CN112537292A (zh) 2021-03-23
US20210086749A1 (en) 2021-03-25
JP2021049803A (ja) 2021-04-01
CN112537292B (zh) 2024-07-19

Similar Documents

Publication Publication Date Title
US11479235B2 (en) Control device for hybrid vehicle
US11377087B2 (en) Control device for hybrid vehicle
US11377091B2 (en) Control device for hybrid vehicle
US11279338B2 (en) Control device for hybrid vehicle
US11338790B2 (en) Control device for hybrid vehicle
US20210086751A1 (en) Control device for hybrid vehicle
US11142206B2 (en) Control device for vehicle
US11572057B2 (en) Control device for hybrid vehicle for limiting supercharger pressure changes due to power limits
US11325584B2 (en) Control device for hybrid vehicle
US11472399B2 (en) Controller and control method for hybrid vehicle
US11352943B2 (en) Control device for hybrid vehicle
US11402856B2 (en) Control device of vehicle
US20210031746A1 (en) Control device for hybrid vehicle
US11370410B2 (en) Control device for hybrid vehicle
US11333063B2 (en) Control device for hybrid vehicle
US11628821B2 (en) Controlling engine speed during acceleration of a hybrid vehicle
US11541869B2 (en) Controller and control method for hybrid vehicle
JP2021102360A (ja) ハイブリッド車両の制御装置
JP7188317B2 (ja) ハイブリッド車両の制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:TABATA, ATSUSHI;OKUDA, KOICHI;MATSUBARA, TOORU;AND OTHERS;SIGNING DATES FROM 20200805 TO 20200817;REEL/FRAME:053821/0603

FEPP Fee payment procedure

Free format text: ENTITY STATUS SET TO UNDISCOUNTED (ORIGINAL EVENT CODE: BIG.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STPP Information on status: patent application and granting procedure in general

Free format text: APPLICATION DISPATCHED FROM PREEXAM, NOT YET DOCKETED

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NOTICE OF ALLOWANCE MAILED -- APPLICATION RECEIVED IN OFFICE OF PUBLICATIONS

STPP Information on status: patent application and granting procedure in general

Free format text: PUBLICATIONS -- ISSUE FEE PAYMENT VERIFIED

STPP Information on status: patent application and granting procedure in general

Free format text: AWAITING TC RESP., ISSUE FEE NOT PAID

STPP Information on status: patent application and granting procedure in general

Free format text: NOTICE OF ALLOWANCE MAILED -- APPLICATION RECEIVED IN OFFICE OF PUBLICATIONS

STPP Information on status: patent application and granting procedure in general

Free format text: PUBLICATIONS -- ISSUE FEE PAYMENT VERIFIED

STCF Information on status: patent grant

Free format text: PATENTED CASE